Frank lansberg



(No Model.)

I'. LANSBERG.

GOVERNOR VALVE FOR AIR BRAKES.

No. 436,713. Patented Sept. 16, 1890,.

111291; Egli,

MIM

Alllllll UNITED STATES PATENT OFFICE..

FRANK LANSBERG, OF ST. LOUIS, MISSOURI, ASSIGNOR TO TI-IE LANSBERG BRAKE COMPANY, OF SAMEv PLACE.

GOVERNOR-VALVE FOR rAIR-BRAKES.

SPECIFICATION forming part of Letters Patent No. 436,713, dated September 16, 1890.

Application led September 2. 1889. Serial No. 322,799. (No model.)

.To all whom, it may concern:

Be it known that I, FRANK LANSBERG, of the city of St. Louis, in the State of Missouri, have invented a certain new and useful Improvement in Governor-Valves for Air- Brakes, of which the following is a full, clear, and except description, reference being had to the accompanying drawings, forming part of this speoication.

My invention relates to an improved valve for air-brakes whereby the brakes can be applied with any desired amount of force or pressure; and my invention consists in features of novelty hereinafter fully described, and pointed out in the claims.

Figures I and II are verticalsections thro ugh my improved valve', taken on line I II, Fig. III. Fig. III is a transverse section taken on line III III, Fig. I. Fig. IVis a transverse section taken on line IV IV, Fig. I.

Referring to the drawings, 1 represents the train-pipe, 2 the brake-cylinder pipe, and 3 the pipe leading to the reservoir or receiver.

4 represents a piston-valve located in a housing 5 and having a non-circular stem 6, which passes through a head 7 of the housing and is provided with a perforation 8, as shown in Figs. II and IV, and prevents the pistonvalve from rotating. As shown in Fig. II,

this perforation 8 opens into the chamber 9, in which the valve 4 is located. Between the valve 4. and the head 7 of the housing 5 a spring 10 is located. The tendency of this spring is to lift the valve to its upper position. The valve 4 has an upwardly-extending stem Il Iittingin the head 12 of the housing 5, this head being preferably in the form of a screw-cap, which maybe removed to permit access to the parts within the housing.

The valve 4. consists, preferably, of a lower member 4a, rigidly secured to the stem 6, and a member 4b, fitting a non-circular portion 13 at the lower end of the stem 1l, which latter is simply a continuation of the stem 6 or may be made integrally with the member 49. The member 4b is held down closely to the member 4 by means of a nut 14.-, screwed on a threaded portion of the stem 1l. The opening in the member 4.1, which receives the portion 13 of the stem 11, is somewhat longer than the width of the stem, as shown in Fig.

III, and between this port-ion of the stem and this member 4b is placed a spiral spring 15, fitting in a recess formed in the said member. The inner end of this spring bears against the portion 13 of the stem l1 and forces the member 4b snugly against the wall of the housing 5, which latter has an exhaust-port 16 and a port 17, leading to the brake-pipe 2. As the parts wear, the spring l5 holds the member 4b outward, compensating for this wear and securinga neat fit between the piston 4 and the housing of the valve.

18 represents a port forming a communication between the chamber 9 beneath the valve 4., when the latter is raised, and the pipe 3. In this port is located a valve 19, which opens in an upward direction.

The ports 16 17, it will be seen, though on the opposite side of the housing, are located intermediate of the ports 18 20, so that the two former will be closed by the piston when said piston is between the ports 1S 20, thus avoiding the necessity of anl ext-ra valve in connection with the piston for regulating the ports 1G 17. The piston is, of course, provided with a cavity 16L for placing the ports 16 17 in communication while both the ports 18 and 2O are open.

The operation -is as follows: The air entering through the train-pipe l Iirst lifts the valve 4., and then passes through the port 18,

vlifting the valve I9, and i-nto the pipe 3 to the receiver. A portion of the air also passes through a port 2O into the chamber 0 above the valve 4. Thus the air-pressure above and beneath the valve is equalized, and the spring 9 holds the valve in the position shown in Fig. 1. pipe I is reduced to apply the brakes, the valve 19 instantly closes and the pressure above the valve 4 moves it downwardly just so far as its exertion is in excess of that of the pressure in the train-pipe or beneath the valve 4. added to the strength of the spring 10. This places the openingof the valve 4 entirely within the control of the operator. If he wants to entirely open the port I7, he can easily do so by exhausting the air from the train-pipe, and thus reducingthe pressure from beneath the valve 4; but if he only wishes to partially open this port he can do Now, when the pressure in the train- IOO so andhold the valve at this position by reducing the pressure in the train-pipe just sufliciently for this purpose, and thus he regulates the valve by the amount of pressure he maintains in the train-pipe. When he desires to release his brakes, all that is necessary is to turn on the pressure in the trainpipe, which Will immediately lift the valve-1, closing the port 17 and opening the exhaustport 16, as will be plainly understood.

I claim as my invention- 1. In a governor-valve, substantially as described, the combination of the housing having the lower and upper ports 18 20,adapted to communicate with the train and receiver pipes, and the ports 16 17, adapted to communicate with the atmosphere and brake-cylinder, a piston-valve in said housingprovided with a separate portion adapted to cover the ports 16 17 when the piston is between the ports 18 2O and having a cavity adapted to place ports 16 17 in communication, a spring behind said separate portion, a check-valve for preventing back-pressure from the receiver into the train-pipe, and a spring for holding said piston normally between the ports 18 20, substantially as and for the purposes set forth.

2. In a governorvalve, substantially as described, the combination of the housing having the lower and upper ports 18 20, adapted to communicate with the train and receiver pipes, and the ports 16 17, arranged intermediate of the aforesaid ports and adapted to communicate with the atmosphere and brakeM cylinder, a piston-valve adapted to cover the ports 16 17 when it is between the ports 18 2O and having a cavity for placing the ports 16 17 in communication, a cheek-valve for preventing back-pressure from the receiverpipe into the train-pipe, a spring adapted to hold said piston-valve normally between the ports 18 20, and a spring for forcing said piston-valve against the side of the housing, substantially as set forth.

3. In a governor-valve for air-brakes, substantially as described, the combination, with the housing having the requisite ports, of a piston-valve having the member 4t, the stem provided with a non-circular portion, the member 4b, in which said non-circular portion fits, and a spring bearing between said stem and member 4b, substantially as and for the purposes set forth.

4. In a governor-valve made substantially as herein shown and described, the piston 4, consisting of the members il 4b, the member All fitting the stem of the valve and recessed to receive a spring 15, substantially as and for the purpose set forth.

5. In a governor-valve for air-brakes, substantially as described, the combination, with the housing having the requisite ports, of a piston-valve having the member 4a, the noncircular stem guided 'in said housing, the member 4b, fitted on said stem, a nut secured on said stem for holding the said members together, and a spring arranged between said stein and member 4b, substantially as and for the purposes set forth.

FRANK LANSBERG.

In presence of- E. S. KNIGHT, THOMAS KNIGHT. 

